Apparatus for the control of highway crossing signals



Aug. 25, 1936. 2,0523

APPARATUS FOR THE CONTROL OF HIGHWAY CROSSING SIGNALS "H. s. YOUNG Filed April 2, 1931 INVENTOR. H. 5, Yo 11/1 flux?) A 5 ATTORNEY.

Patented Aug. 25, 1936 UNITED STATES APPARATUS FOR THE CONTROL 'OF HIGHWAY CROSSING SIGNALS .Henry S. Young, Wilkinsburg, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application April 2, 1931, Serial No. 527,134

11 Claims. ((11. 246-130) My invention relates to apparatus .for the control of highway crossingsignalaand particularly to apparatus of the type provided with means controlled by a train approaching a highway for starting the operation of the signal at substantially the same interval of time before the train reaches the highway regardless of the speed of the train.

More specifically, my invention relates to apparatus of the type disclosed and claimed in an application for Letters Patent of the United States filecliby John E. Saunders on April 2, 1930, Serial No; 440959, and one feature of my invention is the provisionof means for checking the operation of the timevmeasuring device shown in that application.

I will-describe one form of apparatus embodying my'invention, and will then point out the novel featuresthereof in claims.

- The accompanying drawing is a diagrammatic View showing one .form of apparatus embodying my invention.

Referring to the drawing, the reference characters l and l designate the track rails of a railway trac kJT along which trafiic normally moves in the direction indicated by the arrow. The track T is intersected by ahighway H, and the intersection is provided with a highway crossing signal S, Which,"as here shown is in the form of an electric bell. V V

The track rails t and 4 are divided by the usual insulated joints to form three track sections |-2, 2--3, and .3-3 which sections are traversed successively by a train. approaching the highway H. Each section is provided with a track circuit comprising a track battery 5 and a track relay designated :by the reference character R with a distinguishing exponent.

The highway crossing signal S is controlled jointly by track relays. R R and R and a time measuring device which is designated as a whole by the reference character :A.

The time .measuring device A comprises a fixed shaft 21, on which a member 8 is mounted to rotate freely. This member 8 is biased by a spiral spring 9 to an initial position, which is the position wherein it is shown in the drawing, but the member 8 is at times moved in counterclockwise direction against the biasing force of the spring 9 by an electric motor M. As here shown, the motor M operates'a wheel I!) which is in frictional engagement with the member 8, although any other suitablemechanism for driving the member 8 by the motor M, may be used. Duringthe return-movement of ,inemberB to its initial position after the motor becomes deenergized, the member must drive the motor, and so this return movement is restrained to take place at substantially the same speed as that at which the member is moved away from initial position by the motor. 5 The initial position of member'B is determined by a spring latch 23. Mounted on the periphery of the member 8 is a circuit controller segment I l, which, as here shown, is attached to the member 8 by insulating studs I2. This segment coacts 10 with two fixed contact members 13 and M. Associated with the member 8 is a circuit controller E comprising a normally closed contact l6-'I'l and a normally open contact I6I8. When the member fiiis rotated in counter-clockwise direc- 15 tion to what 'I will term its ultimate position, the end of the contact segment I I will engage contact it of the circuit controller E and will thereby open the normally closed contact 'I 6--l l and close the normally open contact I6l8. V

The motor M is provided with a circuit which passes from terminal B of a suitable source of current, through front contact 6 of track relay R back contact 1 of track relay R the motor M, and normally closed contact l6|'| of the circuit controller E to terminal 0 of the same source of current.

The crossing signal-S is controlledby a relay D, the circuit for the signal S being from terminal B, through back contact I 5 of relay D, and the operating mechanism of the signal S to terminal C. Relay D is normally energized, so that signal S is normally silent but will operate whenthe relay D becomes deenergized. i

The relay D is provided with a circuit which passes from terminal B, through front contact 22 of track relay R -front contact IQ of track relay R and the winding of relay D to terminal C. The circuit for relay D is provided with a branch around contact 22 of relay R which branch includes contact l3-lll4 of the time measuring device A and a front contact 33 -of a normally closed checking relay The operation of the parts of the apparatus thus far described, is as follows: When a train moving toward the right enters track section l-2, it will deenergize track relay R thereby completing the circuit for motor M, with the result that member 8 of the time measuring device A Will begin to rotate in counter-clockwise direction. If this train is moving at maximum speed, contact segment Ii will engagecontact member M at the instant that "the train enters section 2-3.v The :op-ening of .track relay R will open the. circuit for motor M, and will also open at contact 22 the circuit for relay D. Member 8 will immediately begin to return to its initial position, with the result that relay D will immediately become deenergized, so that signal S will start to operate. If the train is moving at a lower speed, contact segment II will move beyond the point at which it engages contact member M by the time the train enters section 2-3, 4

so that when the train enters this section the opening of contact 22 of track relay R will not deenergize relay D because the branch circuit for this relay will still be closed at contact l3-I l-M of device A. The member 8 will then begin its return movement toward its initial position, and when this member reaches such point that contact segment I l becomes disengaged from contact member [4, the circuit for relay D will be opened, with the result that the signal S will begin to operate. As stated hereinbefore, the member 8 is restrained to return toward its initial position at substantially the same rate of speed as the rate at which it is moved away from this position by the motor M. It follows that the lower the speed of the train, the longer will it take member 8 to return to the position at which contact ll-l4 opens after the train passes point 2, and the parts may be so proportioned that this contact will open at substantially the same interval of time before the train reaches the highway H regardless of the speed of the train.

It is, of course, possible that a train will consume more time in passing through section [-2 than is required to move member 8 of the time measuring device to its ultimate position. For this reason, the circuit controller E is arranged to be reversed when the member 8 reaches the ultimate position, and when this circuit controller reverses it will insert a resistance 20 in the circuit of the motor M. The result of this is that the motor M will then be energized sufficiently to hold member 8 in its ultimate position, but will not be energized sufficiently to move the member beyond this position.

The apparatus thus far described, is disclosed in the aforesaid application of John E. Saunders, except that in the Saunders application the branch circuit for relay D does not include contact 33 of relay K. Relay K is provided with a pick-up circuit which passes from terminal B, through contact I3-ll-30 of time measuring device A and the winding of relay K to terminal 0. Contact member 30 is so associated with the contact segment I I that the segment will leave contact 30 as soon as member 8 is moved away from its initial position by the motor M. Relay K is provided with a stick circuit which passes from terminal B, through front contact 3| of relay R front contact 32 of relay K, and the winding of relay K, to terminal 0.

Reverting now to the operation of the apparatus during the passage of a train moving toward the right, it will be seen that the pick-up circuit for relay K will be opened as soon as member 8 moves away from its initial position, due to the energization of motor M when the train enters section |2. While the train is in section 2-3, however, member 8 will return to its initial position, thereby again closing the pick-up circuit for relay K, so that this relay will remainenergized, even though its stick circuit is open at relay R. while the train occupies section 3-3 As long as the apparatus operates in its normal manner, therefore, relayK will remain energized and will have no effect on the control of the crossing signal. If, however, member 8 of the time measuring device A fails to return to its initial position, the pick-up circuit for relay K will remain open at contact Il-30, and so when the train enters section 3-3, it will open the stick circuit for relay K at contact 3| of relay R and so relay K will become de-energized. The next succeeding train will set the crossing signal S into operation as soon as it passes point 2, and the apparatus will continue to function in this manner as long as member 8 of the time measuring device A remains in any position other than its initial position. In other words, the purpose of the relay K is to cut the time measuring device A out of service if member 8 of this device sticks in any position other than its initial position.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims Without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, said track being divided to form first, second and third sections traversed successively by a train approaching the highway, a track circuit including a track relay for each section, a controlling circuit for said signal including front contacts of the relays for the second and third sections, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position, means for energizing said motor when a train opens the relay for the first section and for deenergizing the motor when the train opens the relay for the second section, a normally open circuit controller, means for closing said circuit controller when said member is moved a given distance away from its initial position, a stick relay, a pick-up circuit for said stick relay including a normally closed contact which opens when said member moves away from its initial position, a stick circuit for said stick relay including a front contact of the track relay for said third section, and a shunt for said signal controlling circuit around the contact of the track relay for the second section and including said normally open circuit controller and a front contact of said stick relay in series.

2. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, said track being divided to form first, second and third sections traversed successively by a train approaching the highway, a track circuit including a track relay for each section, a controlling circuit for said signal including front contacts of the relays for the second and third sections, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position, means for energizing said motor when a train opens the relay for the first section and for deenergizing the motor when the train opens the relay for the second section, a normally open circuit controller, means for closing said circuit controller when said member is moved a given distance away from its initial position, a shunt for said signal controlling circuit around the contact of the relay for the second section and including said circuit controller, and means controlled jointly by said member and the track relay for the third section for opening said shunt if said member fails to return to its initial position after being moved by said motor.

3. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position in opposition to the biasing force, means controlled by said device for starting the operation of said signal at substantially the same interval of time before a train reaches the intersection regardless of the speed of the train, and means for starting the operation of said signal when a train reaches a fixed point in the trackway regardless of speed if said member fails to return to its initial position.

4. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position in opposition to the biasing force, means governed by a train approaching said intersection for energizing said motor, means controlled by said device for starting the operation of said signal at substantially the same interval of time before said train reaches the intersection regardless of the speed of the train, and means for starting the operation of said signal when a train reaches a fixed point in the trackway regardless of speed unless said member returns to its initial position.

5. In combination, a stretch of railway track intersected by a highway, a highway signal located at the intersection, operating means for setting said signal into operation when a train approaching the intersection reaches a fixed point, a time measuring device having a member biased to an initial position and a motor for moving said member away from such position, means governed by a train approaching the intersection for energizing said motor before the train reaches said fixed point, a relay, a circuit including a contact closed by said member in its initial position for energizing said relay, and circuit means including a contact closed by said member when moved a given distance away from its initial position and a front contact of said relay for rendering said operating means ineffective to set the signal into operation when the train reaches said fixed point.

6. In combination, a stretch of railway track intersected by a highway and provided with a track section traversed by a train approaching the intersection, a highway signal located at the intersection, operating means for setting said signal into operation in response to the presence of a train in said track section, a slow acting device having a normal position and adapted to actuate a normally inactive operating contact when moved a predetermined amount away from said normal position, means governed by a train approaching said track section and said intersection for setting said slow acting device into operation, a check relay, a pickup circuit for said check relay including a contact governed by said device and closed only in the normal position of the device, a stick circuit for said check relay, and means including said operating contact and a front contact of said check relay for preventing operation of said signal in response to occupancy of said track section by a train.

7. In combination, a stretch of railway track erating after a train has passed over said stretch of track to out said delaying means out of service for subsequent trains unless and until said member has returned to its initial position.

8. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position in opposition to the biasing force, means governed by a train approaching said intersection for energizing said motor, means controlled by said device for starting the operation of said signal at substantially the same interval of time before a train reaches the intersection regardless of the speed of said train, and means for starting the operation of said signal when a train reaches a fixed point in the trackway regardlessof speed unless said member has returned to its initial position subsequent to operation by the preceding train.

9. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, means for setting said signal into operation when a train approaching the intersection reaches a fixed point, a time measuring device comprising a member biased to an initial position and a motor for moving it away from such position, means for energizing said motor before a train reaches said fixed point and for deenergizing the motor when the train reaches such fixed point, means including said time measuring device for delaying the operation of said signal, a stick relay having a pick-up circuit closed only when said member is in its initial position and a stick circuit which is opened each time a train passes over said stretch but after said delaying means has functioned, and means for cutting said delaying means out of service unless said stick relay is energized.

10. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, means for setting said signal into operation when a train approaching the intersection reaches a fixed point, means including a timing device for delaying the operation of the signal, and means for cutting said delaying means out of service unless said timing device completes its cycle of operation in response to the passage of a train through said stretch.

11. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, means for setting said signal into operation when a train approaching the intersection reaches a fixed point, means including a timing device for delaying the operation of the signal, and means operating after a train has passed through said stretch to out said delaying means out of service for subsequent trains unless and until said timing device has completed its cycle of operation.

HENRY S. YOUNG. 

